Traction-power system



R. VOSBRINK.

TRACTION POWER SYS TEM. APPLICATION FILED IULYIQ, I920.

Patented Mar. 14, 19.22.

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R. VOSBRINK.

TRACTION POWER SYSTEM.

APPLICATION FILED JULY 19.1920.

Patented Mar- 14, 1922.

WITNESS FJ'g. 3,

R. VOSBRINK.

TFACTION POWER SYSTEM. APPLICATION FILED JULY 19. 1920.

1,409,625. Patented Mar. 14', 1922.-

88 a? yagtEIS-SHEET 3.

Inf/8111501.

wok/arc? VOBZnnX R. VOSBRiNK. TRACTION POWER SYSTEM. APPLICATION FILED IULY19.I920.

Patented Mar. 14, 1922.

.4 SHEETS-SHEET 4.

IN VEN TOR WITNESS BY Mai/w ATTORNEYS UNITED STATES PATENT OFFICE.

RICHARD VOSBRINK, 0F OAKLAND, CALIFORNIA, ASSIGNOR T0 HALL-SCOTT MOTOR CAR COMPANY, INCORPORATED, OF SAN FRANCISCO, CALIFORNIA, A CORPORA- TION on CALIFORNIA.

TRACTION-POWER SYSTEM.

ioness.

Application filed July 19,

T 0 all $971,077 it may concern Be it known that I, Brennan Vosnnrxn, a citizen of the United States, and a resident ofOalrland, county of Alameda, and State of California, have invented anew and useful 'l raction-Power System, of which the tollowing is aspecification.

A. consideration and study of the present steam locomotive as common carrier presents certain conditions which are indicative of the economic limitations of this type of equipment. The limitations of the steam locomotive are to a certain extent being taken care of by electrification and by the motor truck as a transportation medium. No particular one of these methods of transportation has inherently the ability to supersede entirely requirements of the other, and therefore they represent an enormous economic waste which it is proposed to modify to some extent by a new type of common carrier which will embody in its design and in its construction certain features permitting its operating and its use over a much wider latitude or range of usefulness, together with a very large reduction in the cost of rip-keep and operation.

The steam locomotive is the only type of equipment at the present time that is suitable for long hauls. The cost of operation however, is very great, and its e'liieiency, when comparing the power generated to the power utilized, is very low. Owing to the physical limitations it is not practicable to use it for other purposes than those in which it at present occupies the entire field. For short hauls and for cityand street railway transportation, electric systems are at the present time most extensively used. Their limitations also represent an economic waste that cannot be overcome in that type of equipment, such as the enormous power loss due to the continuous stopping and starting of electric cars and the consequent drain and loss of power occurring at these times, together with the material depreciation represented by worn brake shoes and other items of rip-keep due to the method of operation of this type oi. equipment.

In the system to be presently described, it is proposed to incorporate certain ideas which will permit this type of equipment being utilized for the long hauls now being made by the steam locomotive. at a very much in jcreased eiiiciency; that is, the power Specification of Letters Patent.

Patented Mar. 14, 1922.

1920. Serial No. 397,391.

generated will be applied in useful work to an extent impossible in the present steam locomotive- Its mobility will be increased so that its operation for city and street railway transportation will not only be equal to, out superior to, electric equipment, as there will be no physical limitations barring its use for this purpose and also it will be far more economically eflicient as certain features of the system are such as to overcome entirely the economic loss caused by starting and stopping and also the depreciation and consequent cost of upkeep will be very much less, as the wear and tear caused by the braking action, and the enormous torque reactions that take place when starting and stopping will be obviated.

It is an object of the invention to provide such an improved traction power system as will have an economy and facility of operation so great that its use for short haulage will be such as to enable the system to replace the present trend to utilize motor trucks for short hauls, and to provide an improved system so much more economiral that it will be advantageous to lay rails for the system and more inexpensive than it will be to construct and repair concrete highways.

Among the more general objects of the invention are to provide a power plant efiiciently operative on a low grade fuel, to re duce "the operating cost to a minimum; to or vide a power plant having a mechanical elliciency oi. at least thirty per cent as compared with the present four or five per cent of the steam locomotive; to eliminate the necessity of maintaining a reserve energy such as steam in a boileras required in operating a locomotive, by the utilization of certain forces to create a reserve energy for starting purposes of the power plant of the system; the application of power in such a manner that all torque re-actions will be absorbed by driving wheels of a locomotive utilized in the system; to accelerate and retard without necessity of reverting to any kind or reduction gearing whatever; to secure retardation with a minimum of wear on brake shoes and other elements of the system. Further it is an object to prevent excessive waste of power in starting by mm s wing force utilized in bringing the load to a stop and using the force to again put the load in motion; to provide unlimited flexibility of operation in either direction with equal flexibility, and to provide a traction system without physical limitations as to size, gauge, weight, or power thus permitting its use for street cars as well as for passenger and freight service on long-and short hauls.

A urther object of the invention is to provide, in a system utilizing a locomotive, for ease and simplicity of operation and control equal to that of an electric system.

More particularly it is an object of the present invention to provide in a traction system, a type of locomotive having a power plant of such construction, design and arrangement as to be operative as a prime mover consuming a :lt'uel of minimum-cost tor the movement of the load as for instance in railway transportation service and which power plant may be utilized as means for absorbing kinetic energy of the moving load and also utilize the force of gravity to serve both as a means for retarding the movement of the load in assistance with the usual or any desired brake mechanism, and as an apparatus for storing air which, it is an object of the invention, to use conversely, for starting the locomotive and its load thereby materially reducing the cost of operation of the locomotive and also reducing the cost of maintenance by decreasing the ordinary wear incident to the application of brakes for the purpose of retarding the movement of the load.

It is another object of the invention to provide for the constant reduction ofthe temperature of air as it is compressed whe the power plant of the locomotive is being utilized as an air compressor so that the air capacity of a receiver may be increased.

It is a further object of the invention to utilize tor the normal driving of the locomotive, a power plant having the characteris tics of either a Diesel or semi-Diesel, or sur face ignition or oil engine of any suitable number of units because 01? their high elliciency and minimum cost of operation, and further to provide in combination means for directly connecting the power lant to driving wheels of a locomotiveso t iat there will be a direct application of power from the plant to the drivers without increment or decrement relatively of the cycles of the units of the plant and ofthe driving wheels. A further object in using a power plant of the internal combustion engine type. in the propulsion of a locomotive is to increase the op: erating efficiency of the system by causing the hot exhaust gases coming from the en gine to heat suitable means through which air coming from the compressed air receiver passes on its way to the engine and is therefore heatedv with a resultant increase of the pressure of the air in the air system and the application of a greater force in the starting of the locomotive. V

In addition to utilizing in a locomotive a power plant of the oil burning type it is further an object of the invention to provide for the use of an engine operative by compressed air to start the locomotive either in a forward or in a reverse direction of movement, and to provide a simple manually controlled means for selectively controlling 7 the operation of the power plant either as an air compressor operated by kinetic energy of the moving load or to utilize the pressure stored by such energy in again starting the load and to provide for the ready conversion of the power plant from. an air operated motor into a combustion engine for normal driving purposes.

It is a further object of the invention to provide for the utilization in the improved '8: traction system of a combination of old and well known and practicable, 'etlicient, substantial and effective means in the control of and foroperating the locomotive, and it is theretore an object of the invention to utilize a standard reverse link-train mechanism of the locomotive service type for controlling the direction of drive of the locomotive by the regulation or the position and operation of the valves of the power plant when the latter is serving as an air engine and it is also an object to provide means in combination with such locomotive reverse linktrain for preventing the operation of the valves controlling the passage or" air to and tromthe units of the motor when the latter is being utilized for its normal purpose as' a combustion engine. Again it is an object of the invention to utilize standard locomotive truck structure and drive means connecting the drive wheels of the locomotive to the power plant. I

It is another object of the invention to provide a novel combination of means whereby the reciprocating movement of the pistons ot the units forming the power plant is translated intooscillating motion and then again translated into rotary motion at the driving wheels of the locomotive. It is a further object of the invention to provide a power plant having a plurality ot power units which are so connected to the driving wheels of the locomotive that there will be as many impulses transmitted to the driving wheels during one rotation of the latter as thereare power units in the plant, and fur ther it is an object to provide for the prevention of the occurrence of a concurrent dead-center in the transmitting means connected to the driving wheels.

A further object of theinvention is to provide a prime mover having a plurality of power units set in a peculiar arrangement to secure a compact organization and a good balance in the distribution of the weight of 130 the power plant to the frame and running gear of the locomotive and in the distribution oi? power to the driving wheels The invention possesses other objects and features of advantage, some of which. with the foregoing, will be made manifest in the following description of the preferred form of the invention which is illustrated in the drawings accompanying and forming part of the specification. It is to be understood that it is not intended to limitthe invention to the embodiment shown by the said drawings and description as variations, may be adopted within the scope of the invention as set forth in the claims.

Referring to the drawings: 7

Fig. 1 is a side elevation of a type of locomotive involving the invention.

Fig. 2 is a plan view of the power plant and running gear of the locomotiv Fig. 3 is a section on a vertical plane on line 33 of Fig. 2.

Fig. 4; isa vertical section on line el& 01 Fig. 2.

Figs. 5 and G are detail sectional views showing the throw-out means of the air valve opening levers.

Fig. 7 is a detail of the valve cam rod.

Fig. 8 is a sectional detail of one of the master air. valves showing it in the exhausting position.

Fig. 9 is an elevational 'view illustrating a form of air cooling meansand receiver.

The type of locomotive herein illustrated includes a suitable frame structure indicated at 2 that preferably is connected by means of equalizing springs 3-3 to axles 4t and 5 having suitable journal boxes appropriately mounted in the frame structure 2; the axle i in the present case being provided with twin wheels 6-6 rigidly secured by means of the axle so to turn in unison and which become the drivers to which power is transmitted from the power plant of the locomotive. .he front axle 5 is provided with track wheels 7-4 and these may be connected in the usual manner to the driving wheels 6-6 it so desired. but not so here shown. The driving wheels 6 are provided with respective crank pins S8 that are disposed with respect to each other degrees, in entire concentric to the center or axis of the axle 4, and mounted on the crank pins 8 are main rods or links 9 in this case extending forwardly from the driving wheels which may be considered the rear wheels of the illustrated locomotive.

The power plant.

The power plant for driving: the driving wheels includes a set of driving arms 10 in the form of levers extending radially from respective shafts 11 and to the outer ends of which arms the driving links 9 are pivotallv connected as at 12, the swinging ends of the driving arms 10 moving in re spective arcs about the axes of their shafts 11, which are coaxial, the arcs being equal in length to the diameter of the circle or orbit of movement of the crank pins 8 of the driving axle 4.

. It is apparent-that because of the angular offsetting of the crank pins 8 about the axis of the shaftL't-he rock shafts 11 to which the power arms 10 are connected must be free of each other to oscillate independently to and fro between the positions indicated by the dotted lines, A and B, Fig. 1.

The coaxial rocker shafts 11 constitute parts of independent drivers each including a walking beam or lever 13 rigidly secured or formed on its respective rock shaft 11 which latter is provided with bearings in a chamber or casing 1e constituting a base for the power plant units. Each walking beam or lever 13 is composed of substantially equall, opposite arms 13 the outer ends of which are pivotally connected at 15 to the lower ends ofconnecting rods 16 attached at their upper ends to respective pistons 17 operative in cylinders 18 disposed in parallel relation to each other and in tandem relation to the-walking beam 13 of rock shaft 11 so that when the pistons are driven by pressure within their respective cylinders 18 the reciprocating motions of the pistons 17 are translated into oscillating motion by the walkingbeam or lever 18 which constitutes, in connection with the rock shaft 11 and its attached power arm 10, a driver connected by its respective main link 9 to a driving wheel of the locomotive.

The tandem units of a respective driver are disposed in upright position upon the casing 14: the top of which is provided with clearance. apertures 1 through which work the connecting rods 16 and, as there are two independent drivers with coaxial shafts 11 employed in the illustrated locomotive there is a plurality of pairs of tandem motor units, these pairs being disposed in. parallel relation on the top of the casing 1 L as clearly seen in Fig. 2, and the casing is divided into separate compartments as by partition wall 14* forming a compression chamber beneath thetandem pistons 17 of each driver.

Preferably the power plant is-of the internal combustion unit type and of the Diesel or Semi-Diesel principle of operation in which the pistons 17 operate on the twostroke-cycle andreceive a power impulse on one stroke of each cycle.

In theform of engine shown each cylinder 18 is provided with a water jacket 19 and at suitable points each cylinder has an air intake port 20, and an exhaust gas port 21 these ports being uncovered by the downward movement of piston 17 in a respective cylinder 18 so that a consumed charge will be expelled from the cylinder by the exposure first of the exhaust port 21, Fig. 3, and subsequently a fresh charge of air is admitted by the downwardly moving piston in uncovering the port 20 which is shown as provided with a duct or communicating passage-way 22 leading into the compression chamber within the casing let. Onthe upward stroke of the piston 17 a fresh charge of air is compressed in the cylinder after the exhaust port 21 thereof is closed by the upwardly moving piston and at asuitable moment a combustible charge of oil is injectedinto a combustion chjamb'er'of a unit as by means of a fuel injector 23 in this case shown as arranged in what is termed the hot ball 24: at which the injected charge of oil is ignited and the expanding gases from combustion pass into the expansion chamber above the piston 17, the resultant pressure reacting on the latter, the power being transmitted through the driver and, power arm 10 to a driving rod or link 9 of a driving wheeL- The speed of the motor may be'con'trolled in a manner usual to Diesel engines for instance by the useof a manual or automatically controlled throttle for varying the amount of oil supplied to the fuel iiriectors by the usual force pump and may be operated by suitable connection with any part of the moving mechanism of the engine in anobvious manner not necessary to be here shown.- 7

Since the drive wheel crank pins are at 90 to each other, one or the other of the drive rods will always lead, and as the power arms 10 are at right angles to their levers 13 their motions will berel'atively unsymmetrical so that when the pistons of one pair of units are at the extremities of their strokes, the other pistons are midway their strokes.

Starting Apparatus v For the purpose of starting the'locomotive in either aforward or a reverse direction when utilizing an oilburning engine of the type as here described preferably a source of energy, such for instance, as'a receiver for compressedair is employed; the receiver being so connected tothe units of the" power plant that expansive fluid such for instance as compressed air can beadmit'ted into the cylinders of the unit to drive the pistons until the locomotive is started up after which time the starting apparatus may be cut out and the motor converted into a type operative on the combustion principle.

To that end'each of thecylinders 1-8 of'the power plant is provided: with head structures having valve means including independently operative inlet and outlet *alves for each cylinder and including means for mechanically operating the valves which preferably are of the semi-automatic or selfseating type. As illustrated in Fig. l, each cylinder head 18" is provided with a valve chamber 25 having on its lower end a seat 26 to be engaged by avalve head 27 having a stem 28 extending upwardly through a guide or bearing 29 about which is provided a spring 30, normally compressed and reacting against a collar or member 31 secured on the upper end of the valve stem 28 so that the valve head 27 is normally automatically pressed toward its seat 26. The 0 valve 27 of which there is one in each cylinder 18 may be considered a starting pressure inlet valve, in one of its functions, and also forms an air suction valve in another of its functions according to the selected purpose of the units of the power plant as will be further set forth. The pressure starting fiu-id valve chambers 25 of one set of the units are connected to a common manifold 82,- Fig. 2, in which there is arranged a master valve 33 which, when set in one position, opens communication to the manifold 32 with a service pipe 34 connected to the storage energy or compressed air receiver 35, Fig. 1, while the starting pressure cham- .7

bers 25 of the other set of units are similarly connected to a manifold 36 in which there is a master valve 37 controlling communication from a service pipe 34 also connected to the compressed air receiver 35; the master valves 33 and 37 including closure members are provided with levers 38 connected by a common link 89 that'is operable by manual or mechanical means that may be extended for instance in the form of a link and lever mechanism. 40 having a part conveniently disposed for operation by the engineer or motorman.

Assuming that a suitable degree of pressure of compressed air has been attained in the receiver as for instance by the operation of an auxiliary engine and compressor operated thereby, then when it is desirous to startthe locomotive the engineer or motorman has but to throw the concurrently operable master valve levers by means of the mechanism 39 to open communication between the service pipes 3434 and the manifolds 32- 30 admitting air under pressure to thest-arting valve cham hers 25 with the result that when the starting valves'27 are opened, pressure will be applied to the respective pistons 17 and power transmitted therefrom through the driver to-the driving wheels of the locomotive. For th'e purpose of preventing back pressure against the'pis'tons when the power plant is being utilized as an air engine-ex haust valve means are provided for each of the cylinders and such means include a valve lOO organization in each cylinder head 18 of substantially similar construction as that just described with relation to the starting inlet valves. The starting exhaust valve in each cylinder head includes a chamber i5 having its inner end a seat L6 to he engaged. by the valve head l7, Fig. 3, which is provided with an upwardly extending stem LS having on its upper end a. shoulder l9 againstwhich bears a reacting spring 50 surrounding the valve stem guide or hearing; :31 so that the valve head 47 is self-seating.

In the operation of the power plant as an air engine for starting the locomotive, as soon as the master valves 33 and 37 are opened air under pressure enters the cylinders 18 through the air inlet valves 2'? until the completion of the power stroke of each of the pistons l1? whereupon the air exhaust valves are nicallv opened to permit the nnjrtive v lve operating inec isms with and. for operating the air inlet and exhaustval wen'the engine is being operated as an air pow-e ik operating mechanism that is .ing set or adjusted to secure oi the operation ot the valves ore to control the direction of the locomotive in starting up. One 7 7 oil a practical and well known t pe of valve operating linkage is here represented includinglink tr, t each drivingwheel 6 of each oi 'l trains 40 including arcuateslotted links no pivoted intermediatetheir lengths as at 56 and connected at a swinging end by cimnectingg rod. to an eccentric pin or crank device 53 in this case having: an arm 39 rigid with the crank pin 8, one for each driver 6 as above stated. Therefore the eccentric pin or pftl't 53 rotates with the driver the i w iS oscillated and this oscillating mo- 1 transmitted by a link G0 to what is lelilliil the cor bination leverlil. which lat ter is pivoted at (32 upon the taco ot the Power arm 1) oi? one ot the drivers. The ('OllllLVi'lllQ link 6' is pivotallv connected at 30 to the lever (it while the opposite cud "T "he link (30 is provided with a slide 6 .7 i the os dating link 55; the slide be inz inovahle t'roin either end of the reversing; link to a position coincident with the iivot- 56 which time it is obvious that the continued oscillation of the link 55 would occur hout actuating the link 60, To

shit't the 'd 63 of the link along; the

cillatingr link 55 there is attached to the link 90 an vipivardlv extending link (34; which is 65 connected at 65 to one arm 66 of a. hell crank 1 plant and also to ut lize such (37 pivoted at 68. The bell crank is manually operable through means of a link 61;) extending rearwardly to the engineers station where there is provided a lever T0 for operating the reverse gear. end of the combination lever (ll is slotted at (31" to receive a pin 72 or be otherwise connected with the lower arm 73 of a lever having an upwardly extendinq arm H which is pivoted at 75; the pivot (5 being disposed at a point diametrically opposite to the intermediatc portion oi the are through which the pivot 2 ot the combination lever (3i swlngs.

The lever arm 74-. is operatively connected with a cam rod 76 as for instance l If a pin and slot connection 77 so that the cam rod will be reciprocated in appropriate bearings 78 and cause cams 79 and 80, Fig. 7, to engage adjacent cam rollers provided on the contiguous ends of valve operating rods 81 and There is a pair of these rods for each power unit and obviously a pair 01? cams 79 80 to operate the rods and by the tandemarrangement of the power units, as here shown, a pair of camsTQ-RO is pr! vided adjacent each end of the cam rod 76 so that each rod is capable of operating two sets of valve mechanisms. The upper end of'eaeh valve rod 81 is pivot-all connected at 83 to a valve lever 84having a tappet arm 85 arranged above the upper end of the alve stem 28 for instance; of the air inlet valve of the cylinder of a power unit. In a hill lar manner the upper end of each valve rod 82 is pivotally connected at 86 to a valve le er 8'7 having a. tappet arm 88 (llSDUSQil above thecontignous end of an air exhaust valve stem 48.

The cams 79 and S0 of each set are provided with oppositely inclined ell'ective tacos with an intermediate portion of the rod ex posed having a given length slightlv greater than the distanceibetween the centers of the respective rods 81 and 82 so that when the cam rod 76 is reciiniocated by the operation ot the lever 74. the rod'and its cams :ause the valve rods 81 and 82 to be alternately lifted and lowered. positivelv in one direction by the upward lifting action of the cam hires and automaticallv in the opposite direction by the recoil action of the respective springs 30 and 50 ot the valves. It wi l be apparent that when the slide or block 63 of the valve link gear is set in alinement with the pivot- 56 that there will be no movement of the link 60 but inasmuch as this link is connected to the combination lever 61 at a pointbelow the pin 72 of the lever arm 73 there will be a slight oscillating movement of the levers 73-74 during the operation of the driving power arm 10 and it is desirable to negative this oscillating movement of the love" arm 714. when the starting air pressure has been turned oflt' by shutting the master valves and when it is desired to prevent the operation of the valve heads 27 and t? in each of the cylinders. This result may be readily effected by mounting the valve levers Ssh-87 on eccentric portions 90 of respective pivot or rock shafts 91 provided in bearings 92 on the heads of the engine units. There may beone rock shaft 91 for each tandem pair of power units, as shown in Fig. 2, and to secure the concurrent action of these rock shafts 91 to turn the same a sullicient degree about their axes to lift the levers 84:- S from a position shown in Fig. 5, where they are operative on their respective valve stems, to a position shown in Fig. 6 wherc'thc lever becomes inoperative, the rock shafts 91 may be interconnected by any suitable means. Such means may include pinions 93, engaging gears 9e, secured on a transverse shaft 95 to which may be attachedany suitable manual operating device as a lever for convenient'operation by the engineer.

Air compressing mechanism.

lVhile it is a feature of the invention to provide a power plant incorporating engine units operative on the internal combustion engine principle and to provide means for converting acombustion engine into an air engine operative by compressed air, it is a further feature of the invention vthat the kinetic energy in combination, sometimes, with gravlty be utilized through means of theengine to:store energy in'the form of compressed, air for starting and braking purposes in theoperatlon of the locomotive and its load, and especially to soutilize t iis energy storing mechanism that it will further serve in co-ordination with the usual brake mechanism of the locomotive'and cars that may be attachedthereto to reduce the speed of and step movement of the locomotive and the load. Since in the present mechanisms the power plant is directly connected without an intermediate clutch to the drivers of the locomotive and so connected that there will be a cyoleof operation in each power unit for each cycle of the driving wheels it will be seen that if air is admitted into the power unit on the down stroke of the pistons, obviously after the fuel supply mechanism has been set to cut off fuel, the admitted air will be compressed on the return stroke of the pistons driven by the kinetic energy of the load when the locomotive is traveling in a horizontal plane and further driven by the force of gravity if the track-way is inclined downwardly.

Therefore means are provided for converting the power plant into an air compressor. This conversion is readily accomplishf fl by the provision of suitable con ectioiis with theseveral valve chambers t-5. sothat air driven: out of these cliz'unbers when the valves M thereof are open will be delivered into the receiver 35; such means also preferably being arrangedin combmation with the master valves 33 and 37 whereby, when it is desired to utilize the power plant as an air compressor the valves 33 and 37 will be moved to such position as to uncover ports 33 and 37 at the same timeout-ting off the admission of compressed air to the service pipes 34 and 34 thereby enabling the admission of air freely to the valve chambers 25 on the downward stroke ofthe several pistons. On the return or compression stroke of the pistons the valve heads at? will be positively opened by the valve operating mechanism and the compressed air discharged from the valve chambers -15 into a manifold having a series of branches or arms 96, Fig. 2, converging toward a com mon valve chamber 97 in which is operable air will. be drawn into the chambers 18 on the suction strokes of the pistons 17, the elves 27 closed and the valves 4t? opened to permit the discharge of the compressed air by the u )ward stroke of the istons' the compressed air passing intothe common conduit and thence to the receiver 35. On

the other hand when the power plant is utilized as an airengine the master valves 33 and 37 with the valve. 98 are so set by movement of the lever and link mechanism 39 as to admit compressed air from the service pipes 34t-3e" to the cylinders of the powerplant and at this time the air ports 33 and 37 are cut off by the master valves but the valve 98 registers with an air exhaust port 101 to permit the ready discharge of exhaust air upon the return stroke of the several pistons when working as engines.

As will be seen in Fi 1, the cams 79-80 are so set on'the cam shaft 76 that the respective valve rods l S2 of a tandem set of power units will be alternately operated,

that is, while an inlet air valve rod 81 is closed with respect to one cylinder, the rod 8]. of the other cylinde as shown in the left of Fig. l, is open at which time the valve rodSQ of each cylinder of a tandem set is held in lifted or lowered position in proper sequence with the valve rods 81.

lVhen the power plant is being ycilizednsi'zaf an an engrnethema'ster valves33 and 37 are set in theopenpositionby means of the 'manually controlled mechanism 39- 10 and air passes through the service pipes 34-34. through the valves to the cylinders of the units and at this time the rock shafts 91 of the several valve levers are set to bring the levers to valve operating position so that the levers will be actuated by the cam rod of each set of units to open the inlet and exhaust valves in sequence. When it is in tended to utilize the motor for its prime purpose ot operating as a combustion engine, the master valves are turned or set at a neutral position cutting off the flow of air from the service pipes tel- 35! and cutting off flow through the manifold branches 96 by the neutral position of the valve 98 so that the power units can function properly as an internal combustion motor. When intending to reduce the speed or stop the motion of the locomotive and its load the engineer cuts off the fuel supply and throws the master valves and 37 and the valve 98 to such position as to convert the units of the power plant into air compr ssors that are operated by the kinetic energy of the load and with the force of gravity in some cases, thereby recovering portion of the energy consumedin start' g the load by compi air as a reserve of energy produced from the kinetic forces and incidentally causing the reaction in compressing the air to act as a brake to reduce the speed and stop, if desired, the motion of the locomotive.

Air ool'z'ay and [mating ines/1s.

There are certain phenomena occurring with air when acted upon in a manner described, in appreciation of which, I adopt certain devices which will take advantage of these phenomena. Forins-itance, when air is compressed isothermally, all the work which is done in conupression is converted into heat and shows it by a rise in temperature of the com nressed air. Air expands 5 of its volume for one degree rise in temperature a 32 Fahr. and increases proportionately for every increase of 1 in temperature. The volume of air also varies inversely as the pressure. 'lherefore a container or reservoir will hold more air when the air is cold than when the air hot, at the same pressure. To obtain the maximum holding capacity it becomes necessary to dissipate the generated heat that occurs when the co1npress action is going on, so that the tour perature of the air held in connpression will beeq'ualized to the surroluuling atmosphere.

Different devices may be employed to secure this result, such for instance. as radiating means, or convection. or refrigerating means. For the present purpose it is pre erred to disperse this heat by radiation as this method lends itself more readily to the system and shown in Fig. 9. the air receiver preferably includes an initial compression chamber or tank 35" into which the air is compressed as it comes from the engine unitand passes through an intcrcooling coil 35 thence into a secondary storage reservoir 35 and through a second intercooling coil 35 and into a final storage receiver or tank 35 from which lead the service pipes 3t and 3a.

The heat which develops during compression and which is given up, or dissipated. is work lost or thrown away. lVhen compressed air is utilized to operate a mecha nism it gives up energy equal to the work done. If the air is cooled to that of the surrounding air and is then used for work. its temperature is still further reduced. sequently the utilization of compressed air for mechanical work shows a great loss of efliciency due to this reduction in tempera ture. In this locomotive I again wish to take advantage of a natural physical re-action and utilize it for a desirable purpose and in this case I refer to the heat loss represented by the exhaust gases from the main engine. This heat loss represents energy wasted.

Now I just described how there isv lost work or energy by dissipating the heat occurring when compressing air by disposing:

Cou-

of it: radiation. 1 now propose to regain this lost energy by utilizing the heat which is represented in the exhaust gases ot the engine and, by applying this heat to the compressed air, secure a consequcn expansion of volume and 'a greatly increased etficiency. To do this I constructan exhaust manifold in sucha manner, that as little heat will be lost by radiation from the manifold as possible. That is, I desire to retain in this manifold as much heat as possible and while there are different methods of insulating;

manifolds and pipes to maintain heat, one method is to surround each exhaust pipe with a chamber 106 which will be exhausted to a vacuum. This vacuum chamber will act a non-conductor or insulation to retain the heat within the exhaust pipe. To further maintain this external casing as a vacuum chamber. it isproposed to cover the surface with a vitrified material which will withstand the effect of heat. Other means of insulation incorporate the use of asbestos packing, etc.

Having arranged the exhaust manifolds so as to maintain temperature, I arrange within the exhaust itself a form of super: heater consisting of coils or tubes 10? through which, before conducting the starting air from the storage tank to the. cylindcrs. it will have to pass, and therefore will be subject to a considerable ris in temperature before being released as work within the cylinder itself. thereby giving up a very much increased efiiciency for the air engine.

The angular relation of the cranks 58 insures such position of the links that there will he a proper selection of inlet air valves by the rods '76 when the control levcr T is I of gases from combustion of fuel therein,

thrown forward or in re erse so that fluid under pressure will be admitted when starting, to such cylinder 18 whose piston 17 may be on the downward stroke.

If desired, the eccentric 90 can be set so that the valve levers Si and 87 will be operated slightly by the arms (31 when the slides 63 are on the liiikceiiteis 56. This provides tor a regulation of air and fuel mixture while the plant is being run as an internal combustion engine.

lVhat is claimed is:

l. A system for generating, utilizing and storing energy of elastic fluids which consists of compressing air in a receiver, ini tially starting a locomotive having a combustion engine by said air pressure operative in said engine, then cutting out the air pres sure and operating. the said engine by expansion of gases from combustion oi t'uel therein, and utilizing the kinetic energy of the locomotive and its load to operate the said engine as means to compress air in the receiver when connected in such ment therewith. v

2. A system for generating, utilizing and storing energy of elastic fluids which consists' of compressing air in a receiver, ini

tially starting alocomotive having a combustion engine by said air pressure operative in said engine, then cutting out the air pres sure and operating the engine by expansion and utilizing the kinetic energy of the locomotive and its load to operate the engine as;

means to compress air in the receiver when connected 111 such arrangement therewith and retarding the movement of the locomotive and its load by're-action during said compression of air'in said engine.

3 A. system for generating, utilizing and storing energy of elastic fluids which consists of compressing air in a receiver, initially starting a locomotive having acombustion engine by said air'pressure of: air in said engine, then cutting out the air pressure and operating the engine by expansion of gases from combustion of fuel therein, converting motion of the engine parts into rotary motion by direct connection to the locomotive driving wheels, andutilizing the kinetic energy of the locomotive and its load, to operate the engine as means to compress air in the receiver when connected in such arran 'ement therewith.

et. system for generating, utilizing and storing'energy of elastic fluids which consists of compressing airin a receiver, initially starting a locomotive having a combustion engine by said air pressure, then cutting out the air pressure and operating the engine by expansion of gases from combustion of fuel therein, and utilizing the kinetic energy of the locomotive and its load to operate the engine as means to compress air in the receiver when connected in such arrangement therewith and cooling the air as it is compressed by the engine so as to increase the air capacity oi the receiver.

A system for generating, utilizing and storing energy of elastic fluids which consists of compressingair in a rece"'er, initially starting a locomotive having a combustion engine by said air pressure, then cutting out the air pressure and operating the engine by expansion of gases from combustion of fuel therein, utilizing the kinetic en ergy of the locomotive and its load to operate the engine as means to compress air in the receiver when connected in such arrangement therewith, and utilizing the heat of exhaust gases from the motor to increase the temperature of air when starting the motor by compressed air whil the motor out lets areheated.

6. A system for generating, utilizing and storing energy of elastic fluids which consists of compressing air in a receiver, initially starting alocomotive having a com bustion engine by said air pressure, then cu ting out the air pressure and operating the engine by-ercpansion of gases iromcombuscrease the temperature otair when starting the motor by compressed air-while the motor outlets are heated. V

7. A system for generating, utilizing and storing energy of elastic fluids which consists of compressing air in a receiver, initially starting a locomotive having a combustion engine by said air pressure, then cutting out the air pressure operative in said engin combustion chamber and operating the engine by expansion of gases from combustion of fuel therein, and utilizing the kinetic energy of the locomotivoand its load and the force of gravity to operate the engine as means to compress air in said combustion chamber and the receiver when connected in such arrangement therewith.

8. A locomotive having a pair of rigidly connected driving wheels, an oscillating walking beam having a central driving arm connected by a link to the wheels, and motor units connected to the ends of the beam.

9. A locomotive having a pair of rigidly connected driving wheels, an oscillating walking beam having a perpendicular, central driving arm connected to the wheels, and a motor directly connected to the driver.

10'. A locomotive having a pair of rigidly connected driving wheels, an oscillating, horizontal. driver l'ia-ving a perpendicular tor connected to the driver; the driver having oppositely extending power arms each connected to apiston of the motor, the driving arm being at a rightangle to the power arm.

12. A locomotive having a pair of rigidly connected driving wheels, independent oscillating walking beams each having a right angle driving arm, connected to the wheels, and a motor having pairs of power units connected to the walking'beams.

13. A locomotive having a pair of rigidly connected driving wheels, drive links attached to the wheels at points spaced 90 about thewheel axis, horizontal oscillating drivers each attached to one of said links and having a common axis, and a motor having pairs of vertical units connected to the drivers.

14. A locomotive having a pair of rigidly connected driving wheels, drive links attached to the wheels at points spaced 90 about the wheel axis, independent horizontal oscillating drivers each attached to one of said links and having a common axis, and a motor having parallel pairs of vertical units connected to each of the drivers.

15. A locomotive having a pair of rigidly connected driving wheels, drive links attached to the wheels at points spaced 90 aboutthe wheel axis. horizontal oscillating drivers each attached to one of said links and having a common axis, and a motor having twin pairs of vertical units connected to the drivers.

16. A locomotive having a pair of rigidly connected driving wheels, drive links attached to the wheels in such manner asto avoid concurrent dead-center, independent drivers for the links. each driver including a rock shaft, the shafts beingcoaxial, a power lever with oppositely disposed arms on each shaft; and a motor having a set of units placed with their axes parallel and in quadrangular arrangement, the units being attached to respective power lever arms.

17. A locomotive power plant including a; group of parallel engines set in quadrangular arrangement, a pair of coaxial rock-shafts with the axis thereof on a diameter of the group, means connecting pistons of the engines to the rock-shafts, and means connecting the said shafts to driving wheels of the locomotive.

v .18. A locomotive comprising a frame, a pairof internalcombustion engine cylinders mounted on said frame, pistons in said cylinders, a lever fulcrumed on said frame and connected at its ends to said pistons, an arm connected to and extending from said lever, a drive wheel and a link connecting the arm and the drive wheel.

19. A locomotive comprising a frame. a pair of internal combustion engine cylinders mounted on said frame, pistons in said cylinders, a rock shaft journaled in said frame, a lever on said shaft and connected at its ends to said pistons, an arm secured to said shaft, a drive wheel and a link connecting the arm and the drive wheel.

20. A locomotive comprising a frame, a pair of vertical internal combustion engine cylinders spaced longitudinally on said frame, pistons in said cylinders, a rock-shaft journaled in said frame, a lever on said shaft and connected at its ends to said pistons, an arm secured to said shaft, a drive wheel and a link connecting the arm and the drive wheel.

21. A locomotive comprising a pair of drive wheels, a frame mounted on said drive wheels, two pairs of internal combustion engine cylinders arranged in tandem on said frame, two alined rock-shafts, a lever on each rock-shaft. each lever being connected at its ends to the pistons of a pair of cylinders, an arm secured to each rock shaft and links connecting the arms and the wheels.

22. A locomotive having, in combination,

a power plant including an internal combustion motor, and means for converting the motor combustion chamber and its piston into a combined air brake and an air compressing system by utilization of compression resistance in the motor, when fuel combustion is interrupted, to retard motion of the locomotive and to store the compressed air.

23. A locomotive having, in combination, an air storage receiver, an internal combustion motor having a single chamber and being directly connected to driving wheels of the locomotive and means for selectively connecting the motor to said receiver so that the motor can be utilized either as a compressed air motor or as an air compressor.

24. A locomotive having, in combination, an air storage receiver, an internal combustion motor having a single chamber and directly connected to driving wheels of the locomotive, and means for selectively connecting the motor to said receiver so that the motor can be utilized either as a compressed air motor or as an air compressor, and in the latter case as a brake to retard motion of the locomotive.

25. A locomotive having, in combination, an air storage receiver, an internal combustion motor directly connected to driving wheels of the locomotive, and means for se lectively connecting the motor to said re ceiver so that the motor can be utilized either as a compressed air motor or as an air compressor by admission of air to combustionchambers of the motor, and means for etfecting a reverse when utilizing the motor as a compressed air engine.

26. A locomotivehaving, in-combination, an" internal combustion motor, means for converting the motorinto an air compressor driven by kinetic energy of the moving locomotive and including valves for the inlet and exhaust of air to and from combustion cylinders of the motor, and means for preventing action ofthe valves when the motor is functioning as a'combustion engine to drive. 1 P

27. A locomotive having, in combination, an'internal combustion motor of the twostroke cycle type; means for converting the motor into an air compressor driven by kinetic energy of the moving locomotive and including valves for the inlet and exhaust of air to and from combustion cylinders of the motor, and means for preventing action of the valves when the motor is functioning as a. combustion engine to drive.

28. A locomotive having, in combination, an internal combustionmotor connected to the driving wheels of the locomotive, means for converting the motor into an air engine and including valves for the inlet and out let of air to the combustion cylindersott the engine, and a reversing means for the valves tozcontrol the direction 01 motion of the locomotive. r

29; A locomotivehaving, in combination, aninternal combustion motor connectedto the drivingwheels of the locomotive, means for converting the motor into an air engine and including valves for the inlet and outlet of air to the combustion cylinders of the engine, a reversing means for the valves to control the direction of motion of the locomotive, and means for'preventing operation of the valves when the motor is tunctioning as a combustion engine to drive.

30. In a locomotive, drive wheels, an internalcombustion engine directly connected tothe drive wheels, a source of compressed air, valves for controlling the inlet of compressedair to and exhaust of air vfrom the engine combustion cylinders whereby the engine maybe caused to tunction as anair engine, and means'tor controlling the operationot' said valves. r .31. In a locomotive, drive wheels, an ine ternal'combustion engine, mechanism connecting the engine directly to the drive wheels, means for shutting ofi 'the fuelsupply to the combustion chambers of the engine, valves for controlling the inlet of compressed air to and exhaust of air from the combustion chambers whereby the engine may be caused to function as an air engine, and means connected to said connecting mit the engine to operate as an air engine by pressure in the combustion chambers.

33. he locomotive, an internal combustion engine of the two-stroke cycle type, auxiliary valves for the combustion chambers of the engineadapted to be held inoperative during the operation of the engine by the combustion of fuel and means for throwing said valves 'into operation and controlling the timing of said valves to permit the engine to operate as anairengine.

34; A locomotive having driving wheels, an internal combustion mot-or, means for converting the motor into an air engine, power transmitting mechanism connecting the said wheels and the motor, said means including air inlet and outlet valves for the motor when functioning as an air engine, reverse-link means connected to the driving wheels, and means connected to said reverselink means for operating the air valves.

A locomotive having driving wheels, an internal combustion motor, means for converting the motor into an air engine, power transmitting mechanism connecting thesaid wheels and the motor, said means including air inlet and outlet valves for the motor when functioning as an air engine, reverse-link means connected to the driving wheels, means connected to the said mechanism for actuating the valves in timed relation, and a reverse-link apparatus connected to the driving wheels for varying the degree of action of the last named means.-

36. A locomotive having an, internal com bustion motor for normal driving purposes, driving wheels for the locomotive, driving means including arms connectingthe motor tothe wheels, air inlet and air outlet valves constructed'and arranged to permit the operation of the motor by compressed air, valve operating means connected to said arms, and areverse-link apparatus connected to the driving wheels and operating and varying the action of the valve operating means.

37. A locomotive having, in combination, a power plant selectively operative as an air compressor and as an internal combustion engine,'and means for reducing the temperature of the air as it is discharged from the compressor to a receiver; 7

38. A locomotive having, in combination, a powerplant selectively operative as an air compressor and as an internal combustion engine, means for reducing the temperature means for each engine, means connecting the valve means to the said receiver, and concurrently operating master valves 1n said connecting means for selectively controlling 1 the direction of flow of air in said means, so that the said plant can operate as an air compressor and as an air engine according to the position of the master valves.

In testimony whereof, I have hereunto set 20 my hand.

RICHARD VOSBRINK. 

